System and method for using unrecoverable energy in a battery cell

ABSTRACT

A system and method for using unrecoverable energy in a battery cell is disclosed in this application. A system includes a battery cell, the battery cell includes an excess amount of cathode or anode that can function as half cells in an emergency. A user, such as a pilot, can command a controller to utilize unrecoverable energy based on battery data presented to the user.

FIELD OF THE INVENTION

The present invention generally relates to the field of transportationand aircraft. In particular, the present invention is directed to asystem and method for using unrecoverable energy in a battery cell.

BACKGROUND

Manned electric vertical take-off and landing (eVTOL) aircraft flightfolds the promise of uncongested commuted roadways and air-travelwithout the presently concomitant fossil fuel usage. eVTOL aircraftflight requires electric energy storage, for example by way of batterycells. However, electric aircrafts are limited to the amount of energythey can carry by the energy density of the battery cells. Rechargeablebatteries have a lower limit of energy available as to allow forsubsequent re-charging without damaging the batteries. Sometimes, in anemergency, a pilot may want to access the full battery energy of arechargeable battery.

SUMMARY OF THE DISCLOSURE

In an aspect, a system for using unrecoverable energy in a battery cellincludes a battery cell comprising an electrode with excess material, asensor connected to the battery cell, the sensor configured to detectbattery data, a controller communicatively connected to the sensor, thecontroller configured to: receive battery data from the sensor, transmitthe battery data to a user, receive a command from the user, and utilizeunrecoverable energy in the battery cell as a function of the commandfrom the user.

In another aspect, a method for using unrecoverable energy in a batterycell includes receiving a battery cell comprising an electrode withexcess material, detecting, by a sensor connected to the battery cell,battery data, receiving, by a controller, battery data from the sensor,transmitting, by the controller, the battery data to a user, receiving,by the controller, a command from the user, and utilizing, by thecontroller, unrecoverable energy in the battery cell as a function ofthe command from the user.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a block diagram illustrating a system for using unrecoverableenergy in a battery cell;

FIG. 2 is a schematic representation of an exemplary electric verticaltake-off and landing vehicle;

FIG. 3 is a block diagram of an exemplary battery management system;

FIG. 4 is an illustration of a sensor suite in partial cross-sectionalview;

FIG. 5 is a flow diagram of an exemplary method for using unrecoverableenergy in a battery cell; and

FIG. 6 is a block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed tosystems and methods for using unrecoverable energy in a battery cell.Unrecoverable energy in a battery cell may be used in emergencyscenarios, such as scenarios where a pilot cannot make an emergencylanding. Aspects of the present disclosure can be used to double thecapacity of a battery cell. This is so, at least in part, because of theexcess material in a battery cell. However, once used, unrecoverableenergy cannot be recovered and the battery cells may be deemed unusable.Exemplary embodiments illustrating aspects of the present disclosure aredescribed below in the context of several specific examples.

Referring now to the drawings, FIG. 1 illustrates a block diagram of asystem 100 for using unrecoverable energy in a battery cell. As usedherein, a “battery cell” refers to a single anode and cathode separatedby electrolyte used to produce a voltage and current. A battery cell 104may include a pouch cell. As used in this disclosure, “pouch cell” is abattery cell or module that includes a pouch. In some cases, a pouchcell may include or be referred to as a prismatic pouch cell, forexample when an overall shape of pouch is prismatic. In some cases, apouch cell may include a pouch which is substantially flexible.Alternatively or additionally, in some cases, pouch may be substantiallyrigid. Battery cell 104 (also referred to as “cell”) includes a firsttop surface. As used in this disclosure a “top surface” is an uppersurface of a cell, wherein the surface is oriented at a position that isfurthest from the ground. Additionally or alternatively, cell 104includes a first bottom surface. As used in this disclosure a “bottomsurface” is a lower surface of a cell, wherein the surface is orientedat a position that is closest to the ground. In an embodiment, andwithout limitation, cell 104 may include an electrode 108. Cell 104 mayinclude a pair of electrodes. As used in this disclosure a “pair ofelectrodes” is a positive and a negative electrode, wherein an“electrode” is an electrically conductive element. For example, andwithout limitation, first pair of electrodes 108 may include one or morebraided wires, solid wires, metallic foils, circuitries, such as but notlimited to printed circuit boards, and the like thereof. In anembodiment, and without limitation, cell 104 may include a tab 112,wherein tab 112 may be in electric communication and/or electricallyconnected to electrode 108. Tab 112 may be a foil tab. There may be apair of tabs 112, wherein each electrode 108 is associated with a tab112. In an embodiment, and without limitation, tabs 112 may be bonded inelectric communication with and/or electrically connected to electrodes108 by any known method, including without limitation welding, brazing,soldering, adhering, engineering fits, electrical connectors, and thelike. In some cases, tabs 112 may include a cathode and an anode. Asused herein, a “cathode” is an electrode or terminal by which current,conventionally, leaves a battery cell. In other words, a cathode is apositive terminal of the battery cell. As used herein, an “anode” is anelectrode or terminal by which current, conventionally, enters a batterycell. In other words, an anode is a negative terminal of the batterycell. In some cases, an exemplary cathode may include a lithium-basedsubstance, such as lithium-metal oxide, bonded to an aluminum foil tab112. Cathodes may also include lithium cobalt oxide (LCO), lithiumnickel manganese cobalt oxide (NMC), lithium nickel cobalt oxide dopedwith alumina (NCA), lithium manganese oxide (LMO), and lithium ironphosphate (LFP), and the like. In some cases, an exemplary anode mayinclude a carbon-based substance, such as graphite, bonded to a coppertab 112. Cell 104 may include an insulator layer 116. As used in thisdisclosure, an “insulator layer” is an electrically insulating materialthat is substantially permeable to battery ions, such as withoutlimitation lithium ions. In some cases, insulator layer may be referredto as a separator layer or simply separator. In an embodiment, andwithout limitation, insulator layer 116 may be configured to preventelectrical communication directly between pair of tabs 112 such as, butnot limited to a cathode and an anode. In some cases, insulator layer116 may be configured to allow for a flow ions across it. Insulatorlayer 116 may consist of a polymer, such as without limitationpolyolifine (PO). Insulator layer 116 may comprise pours which areconfigured to allow for passage of ions, for example lithium ions. Insome cases, pours of a PO insulator layer 116 may have a width nogreater than 100 μm, 10 μm, 1 μm, or 0.1 μm. In some cases, a POinsulator layer 116 may have a thickness within a range of 1-100 μm, or10-50 μm.

With continued reference to FIG. 1 , cell 104 may include a pouch 120.Pouch 120 may be configured to substantially encompass tabs 112 and aportion of insulator layer 116. In some cases, pouch 120 may include apolymer, such as without limitation polyethylene, acrylic, polyester,and the like. In an embodiment, and without limitation, pouch 120 may becoated with one or more coatings. For example, in some cases, pouch 120may have an outer surface coated with a metalizing coating, such as analuminum or nickel containing coating. In some cases, pouch coating beconfigured to electrically ground and/or isolate pouch, increase pouchesimpermeability, increase pouches resistance to high temperatures,increases pouches thermal resistance (insulation), and the like.Additionally or alternatively, cell 104 may include an electrolyte 122,wherein electrolyte 122 may be located within pouch 120. In some cases,electrolyte 122 may comprise a liquid, a solid, a gel, a paste, and/or apolymer. In an embodiment, and without limitation, electrolyte 122 maywet and/or contact one and/or both of tabs 112. In an embodiment, theremay be a different electrolyte 122 for each electrode 108/tab 112. Forexample, if a cathode is copper, an electrolyte 122 may be CuSO4. If ananode is zinc, an electrolyte 122 may be ZnSO4.

Continuing to reference FIG. 1 , cell 104 includes electrodes 108 withexcess material. In an embodiment, excess material may include excesscathode or excess anode in tab 112. Excess material may include anyexcess anode or cathode materials as discussed herein. An excess ofmaterial may increase capacity of a cell 104. An excess of material maymean that there is more anode than cathode in a cell 104. Alternatively,an excess of material may mean there is more cathode than anode in acell 104. In an embodiment, an excess of material may be used in anemergency situation, wherein the excess material may behave as a halfcell. An emergency situation may include a battery that is depleted ofenergy, notwithstanding any additional energy that may be extracted fromthe battery using over discharge, in an electric aircraft that cannotmake an emergency landing (i.e. flying over water). A “half-cell” asused herein, is a structure wherein a metal electrode is in its ownelectrolyte solution. For example, excess material may act as half-cellwhen the rechargeable portion of a cell 104 is discharged. In suchcases, excess material may be used as a reserve of energy. As usedherein, “rechargeable portion” of a cell is the portion of the energycapacity of the cell that may be recharged. As used herein “recharging”is the act of forcing surplus electrons towards the anode, causing anincrease in electric potential. Using cell 104 past the recharge portionmay also be called “overdischarge”. As used herein, “overdischarge” isthe state of a cell wherein the battery voltage drops below a thresholdvoltage. As used herein, a “threshold voltage” is a voltage wherein thebattery is discharged to the rechargeable limit. In an embodiment, pastthe threshold voltage, the battery may be considered overdischarged. Inan embodiment, battery voltage is at a threshold voltage when a batteryhas been discharged at its full capacity. Threshold voltage may be acutoff point wherein a battery is fully discharged. In overdischarging,the amount of electric discharge may be 1.5, 2, or the like times asgreat as the capacity of the battery. In an embodiment, overdischarginga cell 104 with 17 Watt hours of rechargeable capacity may result in anextra 33 Watt hours of capacity, totaling 50 Watt hours. “Batterycapacity” is defined as the total amount of electricity generated byelectrochemical reactions in the battery. “Unrecoverable energy” as usedherein, is the extra capacity gained from overdischarge. Unrecoverableenergy is unrecoverable as overdischarging a cell 104 may damage thecell 104. In an embodiment, there may be irreversible reactions duringthe proves of overdischarging a cell 104. Overdischarging a cell 104 maycause the cell 104 to have an increase in internal resistance,preventing recharging. In another embodiment, overdischarging a cell maycause leaking, and the like. In an embodiment, cells 104 may includeunrecoverable energy.

Still referring to FIG. 1 , in some embodiments, cell 104 may include Liion batteries which may include NCA, NMC, Lithium iron phosphate(LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may bemixed with another cathode chemistry to provide more specific power ifthe application requires Li metal batteries, which have a lithium metalanode that provides high power on demand, Li ion batteries that have asilicon, tin nanocrystals, graphite, graphene or titanate anode, or thelike. Batteries and/or battery modules may include without limitationbatteries using nickel-based chemistries such as nickel cadmium ornickel metal hydride, batteries using lithium-ion battery chemistriessuch as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC),lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and/orlithium manganese oxide (LMO), batteries using lithium polymertechnology, metal-air batteries. Cell 104 may include lead-basedbatteries such as without limitation lead acid batteries and lead carbonbatteries. Cell 104 may include lithium sulfur batteries, magnesium ionbatteries, and/or sodium ion batteries. Batteries may include solidstate batteries or supercapacitors or another suitable energy source.Batteries may be primary or secondary or a combination of both.Additional disclosure related to batteries and battery modules may befound in co-owned U.S. Patent Applications entitled “SYSTEM AND METHODFOR HIGH ENERGY DENSITY BATTERY MODULE” and “SYSTEMS AND METHODS FORRESTRICTING POWER TO A LOAD TO PREVENT ENGAGING CIRCUIT PROTECTIONDEVICE FOR AN AIRCRAFT,” having U.S. patent application Ser. Nos.16/948,140 and 16/590,496 respectively; the entirety of bothapplications are incorporated herein by reference. Persons skilled inthe art, upon reviewing the entirety of this disclosure, will be awareof various devices of components that may be used as a battery module.In some cases, system 100 may be constructed in a manner that ventsejecta, while preventing cell ejecta from one pouch cell frominteracting with another pouch cell.

With continued reference to FIG. 1 , system 100 may include a sensor124. As used in this disclosure, a “sensor” is a device that isconfigured to detect an input and/or a phenomenon and transmitinformation and/or datum related to the detection. A sensor may generatea sensor output signal, which transmits information and/or datum relatedto a sensor detection. A sensor output signal may include any signalform described in this disclosure, for example digital, analog, optical,electrical, fluidic, and the like. In some cases, a sensor, a circuit,and/or a controller may perform one or more signal processing steps on asignal. For instance, a sensor, circuit, and/or controller may analyze,modify, and/or synthesize a signal in order to improve the signal, forinstance by improving transmission, storage efficiency, or signal tonoise ratio. Sensor 124 may include a sensor suite, for example asdescribed with reference to FIGS. 3-4 below. In some cases, sensor 124may be configured to detect battery data and transmit battery data to acontroller 128, which may be communicatively connected to sensor 124.For the purposes of this disclosure, “battery data” representsinformation and/or a parameter of detected electrical and/or physicalcharacteristic and/or phenomenon correlated with a state of a batterycell. In one or more embodiments, battery data may include data of aparameter regarding a detected state of a battery cell. In one or moreembodiments, battery data may include a quantitative and/or numericalvalue representing a temperature, pressure, moisture level, gas level,orientation, or the like. In another embodiment, battery data mayinclude voltage, capacitance, current, and the like. For example, andwithout limitation, battery data may include a temperature of 75° F. anda voltage reading of 24V for a battery cell 104. Sensor 124 may beconnected to battery cell 104. “Connected” may refer to mechanicallyconnected or communicatively connected. As used herein, “mechanicallyconnected” is a direct or indirect connection between two or moreelements using mechanical fasteners such as bolts, rivets, or screws.Sensor 124 may be located on battery cell 104, as shown in FIG. 1 .Alternatively, or additionally, sensor 124 may be located in a batterymanagement system (BMS) connected to a cell 104. In an embodiment,system 100 may receive battery data from a BMS. In an embodiment, acontroller 128 may receive battery data from sensor 124 and/or BMS.

With continued reference to FIG. 1 , system 100 may include a batterymanagement system. A BMS may include a module monitoring unit (MMU) anda pack monitoring unit (PMU) configured to receive battery data from asensor 124 and transmit battery data to a controller 124. BMS may beused to constantly monitor and log data from each battery cell/batterymodule/battery pack. BMS is discussed further in FIG. 3 . Additionalinformation on a battery management system may be found in U.S. patentapplication Ser. No. 17/523,896 filed on Nov. 17, 2021 and entitled“SYSTEMS AND METHODS FOR BATTERY MANAGEMENT FOR ELECTRIC AIRCRAFTBATTERIES”, which is incorporated by reference in its entirety herein.

Still referencing FIG. 1 , system 100 includes a controller 128.Controller 128 is communicatively connected to sensor 124. Controller128 is configured to receive battery data from sensor 124. Battery datamay include data on voltages of battery cell 104, current of cell 104,and the like. Battery data may include a state of charge (SOC), a depthof discharge (DOD), a temperature reading, a moisture/humidity level, agas level, a chemical level, or the like of a battery cell 104/batterymodule/battery pack. In an embodiment, a collection of battery cells 104may form a battery module. In an embodiment, a collection of batterymodules may form a battery pack. Sensor 124 may detect battery data fromone or all of the above such that controller 128 may receive batterydata regarding one battery cell 104, the whole battery module, and/orthe battery pack.

In one or more embodiments, controller 128 may include a computingdevice, which may be implemented in any manner suitable forimplementation of a computing device as described in this disclosure, amicrocontroller, a logic device, a central processing unit (CPU), amicroprocessor, a digital signal processor (DSP), an applicationspecific integrated circuit (ASIC), a control circuit, a combinationthereof, or the like. In one or more embodiments, output signals fromvarious components of battery cell 104 may be analog or digital.Controller 128 may convert output signals from sensor 124 to a usableform by the destination of those signals. The usable form of outputsignals from sensor 124, through processor may be either digital,analog, a combination thereof, or an otherwise unstated form. Processingmay be configured to trim, offset, or otherwise compensate the outputsof sensor. Based on sensor output, controller 128 can determine theoutput to send to a downstream component. Processor can include signalamplification, operational amplifier (Op-Amp), filter, digital/analogconversion, linearization circuit, current-voltage change circuits,resistance change circuits such as Wheatstone Bridge, an errorcompensator circuit, a combination thereof or otherwise undisclosedcomponents.

In one or more embodiments, controller 128 may be designed and/orconfigured to perform any method, method step, or sequence of methodsteps in any embodiment described in this disclosure, in any order andwith any degree of repetition. For instance, controller 128 may beconfigured to perform a single step or sequence repeatedly until adesired or commanded outcome is achieved; repetition of a step or asequence of steps may be performed iteratively and/or recursively usingoutputs of previous repetitions as inputs to subsequent repetitions,aggregating inputs and/or outputs of repetitions to produce an aggregateresult, reduction or decrement of one or more variables such as globalvariables, and/or division of a larger processing task into a set ofiteratively addressed smaller processing tasks. Controller 128 mayperform any step or sequence of steps as described in this disclosure inparallel, such as simultaneously and/or substantially simultaneouslyperforming a step two or more times using two or more parallel threads,processor cores, or the like; division of tasks between parallel threadsand/or processes may be performed according to any protocol suitable fordivision of tasks between iterations. Persons skilled in the art, uponreviewing the entirety of this disclosure, will be aware of various waysin which steps, sequences of steps, processing tasks, and/or data may besubdivided, shared, or otherwise dealt with using iteration, recursion,and/or parallel processing.

Still referring to FIG. 1 , controller 128 is configured to transmitbattery data to a user. Battery data may be transmitted to a user by wayof a notification device 132. As used in this disclosure, a“notification” is an alert or message sent to the notification device132 to show a user information on battery data. A notification mayprovide alerts in various forms, not limited to, an audio alert, avisual alert, a video alert, a tactile alert, a textual alert, or thelike. Notification device 132 may show the state of charge of a batteryin an aircraft to a user. A user may include a pilot or the like. A usermay be any user in a cockpit of an aircraft during flight. As usedherein “state of charge” is the level of charge of a battery relative toits capacity. Notification may also contain details of the battery dataand an option for user input, discussed below. User may select acorrective action from a database of corrective actions to address thenotification. Notification device 132 may also show the voltagethreshold. This may communicate whether a battery cell 104 is close toreaching the voltage threshold for overdischarging. Voltage thresholdmay be displayed with different colored lights, such as red forcritical, and green for normal.

Still referencing FIG. 1 , controller 128 may compare battery data to athreshold. In an embodiment, threshold may include voltage threshold,state of charge threshold, and the like. Threshold may be predeterminedby a pilot and/or operator of the aircraft. For example, a pilot maypredetermine that any voltage below 3 volts per cell warrants anotification to notification device 132. In another embodiment, it maybe predetermined that a state of charge of battery below 10% warrants anotification. In another embodiment, a state of charge threshold may beat 5% charge remaining. Alternatively, or additionally, notificationsmay be determined based on flight plan. For example, controller 128 maydetermine if battery data may fall below a threshold as a function ofthe remaining distance of the flight plan. In an embodiment, controller128 may determine that there is not enough capacity left in the batterycells 104 to complete the flight plan. In such cases, notificationdevice 132 may alert the pilot of a potential need to overdischarge thecells 104 to arrive at a location.

Still referencing FIG. 1 , and in an embodiment, pilot may provide analternative corrective action in response to a notification fromnotification device 132. As used herein, a “corrective action” is areparative action needed to prevent and/or reduce damage to an aircraftas a result of the battery data. For example, corrective actions mayinclude overdischarging the cells. Corrective action may also includechanging the type of landing for the aircraft. For example, conventionallandings may use less power than a vertical landing so if battery datafalls below a certain threshold, the pilot may issue a corrective actionto switch landing types. In another embodiment, corrective action mayinclude adjusting the flight plan. For example, a pilot may choose toland at an earlier location if the battery data has shown that theaircraft does not have enough charge to make it to the desired location.In an embodiment, overdischarging the cells 104 may be a “last resort”corrective action such that it should only occur if it is not avoidableto not damage the battery cells 104.

In one or more embodiments, notification device 132 may include aseparate device that includes a transparent screen configured to displaycomputer generated images and/or information. As used herein, a“notification device” is a device to communicate a message to arecipient. As used in this disclosure, a “display” is animage-generating device for the visual representation of at least adatum. In a nonlimiting example, image-generating device may includeaugmented reality device, various analog devices (e.g., cathode-raytube, etc.), and digital devices (e.g., liquid crystal, active-matrixplasma, etc.). An “augmented reality” device, as used in thisdisclosure, is a device that permits a user to view a typical field ofvision of the user and superimposes virtual images on the field ofvision. Augmented reality device may be implemented in any suitable way,including without limitation incorporation of or in a head mounteddisplay, a head-up display, a display incorporated in eyeglasses,googles, headsets, helmet display systems, or the like, a displayincorporated in contact lenses, an eye tap display system includingwithout limitation a laser eye tap device, VRD, or the like. In anon-limiting embodiment, the notification device 132 may be placed infront of the pilot wherein the pilot may view the information displayed.In a non-limiting embodiment, the notification device 132 may be placedbetween the pilot and the central point of the exterior view window,wherein the exterior view window is configured to provide visibility ofthe outside environment while the notification device 132 is configuredto display information, wherein the information is related to theoutside environment. The pilot may view the information and the outsideenvironment with minimal bodily movement of the head of the pilot. Thenotification device 132 may include a plurality of lines, images,symbols, etc. The lines, images, and symbols may be used to denote thecurrent position, direction, location, state of charge etc., of theelectric aircraft. The notification device 132 may further displayinformation describing the aircraft and its functionalities inreal-time. The notification device 132 may include alternativeinformation related to communication. The notification device 132 mayinclude one or more projection devices within the display and/or screenof the notification device 132 to display the flight information.Persons skilled in the art, upon reviewing the entirety of thisdisclosure, will be aware of the various embodiments various flightinformation may be displayed and placed on the display for purposes asdescribed herein. Additional disclosure related to flight displays canbe found in U.S. patent application Ser. No. 17/575,066 entitled “ASYSTEM FOR ESTABLISHING A PRIMARY FLIGHT DISPLAY IN AN ELECTRICALVERTICAL TAKEOFF AND LANDING AIRCRAFT,” entirety of which incorporatedherein by reference. In another embodiment, notification device 132 mayinclude any screen in a cockpit of an aircraft. Notification device 132may be an LED display, OLED display, LCD display, or the like.

Still referring to FIG. 1 , controller 128 is configured to receive acommand from a user. As used herein, “command” is an instruction givento the controller. For example, a command may include overdischargingthe battery cells 104. In another embodiment, command may include notoverdischarging the battery cells 104 to preserve the rechargeability ofthe cells. User may input a command to controller 128 through anotification device 132. For example, a user may select various optionson a touch screen, flip a manual switch, press a physical button or abutton on a display, or the like. In an embodiment, a command may be aresponse to battery data, such as a command to utilize unrecoverableenergy in a cell 104. For example, notification device 132 may display a“critical low battery” alert to a user. In response to this, a user maycommand the controller 128 to overdischarge cells 104 in order toutilize unrecoverable energy. Utilizing unrecoverable energy may includeoverdischarging the cells 104. Utilizing unrecoverable energy mayinclude overdischarging the cells 104 in order to power the aircraft.Overdischarging cells 104 may allow system 100 to use unrecoverableenergy such that it may double the capacity of cells 104. In response tooverdischarging cells 104, controller 128 may also lock out theoverdischarged cells to prevent future use of the cells 104. As usedherein, “lock out” is an act of shutting down and preventing start up ofdangerous equipment. As discussed above, overdischarged battery cells104 may be permanently damaged. In an embodiment, controller 128 maylock out the battery cell 104 that was overdischarged, the whole moduleincluding the battery cell 104, and/or the battery pack containingmodules with battery cells 104 that were overdischarged. In anembodiment, controller 128 may create a lockout flag, which may bestored in a memory component and/or device that retains informationafter being powered down. The memory component may be a flash, hard diskmemory, secondary memory, or the like. A lockout flag may include anindicator alerting a user a lockout status of various battery cells 104.In one or more embodiments, lockout flag may not be removed until theequipment in question is no longer dangerous. In one or moreembodiments, lockout flag may include an alert on a graphic userinterface of, for example, a remote computing device, such as a mobiledevice, tablet, laptop, desktop and the like. In other embodiments,lockout flag may be indicated to a user via an illuminated LED that isremote or locally located on battery pack, battery cell 104, and/orbattery module. In an embodiment, an aircraft with locked out equipmentmay not start and may alert a pilot of the lock out status of theequipment.

Referring now to FIG. 2 , an exemplary embodiment of an aircraft 200 isillustrated. Aircraft 200 may include an electrically powered aircraft.In some embodiments, electrically powered aircraft may be an electricvertical takeoff and landing (eVTOL) aircraft. Electric aircraft may becapable of rotor-based cruising flight, rotor-based takeoff, rotor-basedlanding, fixed-wing cruising flight, airplane-style takeoff,airplane-style landing, and/or any combination thereof “Rotor-basedflight,” as described in this disclosure, is where the aircraftgenerated lift and propulsion by way of one or more powered rotorscoupled with an engine, such as a quadcopter, multi-rotor helicopter, orother vehicle that maintains its lift primarily using downward thrustingpropulsors. “Fixed-wing flight,” as described in this disclosure, iswhere the aircraft is capable of flight using wings and/or foils thatgenerate lift caused by the aircraft's forward airspeed and the shape ofthe wings and/or foils, such as airplane-style flight.

Still referring to FIG. 2 , aircraft 200 may include a fuselage 204. Asused in this disclosure a “fuselage” is the main body of an aircraft, orin other words, the entirety of the aircraft except for the cockpit,nose, wings, empennage, nacelles, any and all control surfaces, andgenerally contains an aircraft's payload. Fuselage 204 may comprisestructural elements that physically support the shape and structure ofan aircraft. Structural elements may take a plurality of forms, alone orin combination with other types. Structural elements may vary dependingon the construction type of aircraft and specifically, the fuselage.Fuselage 204 may comprise a truss structure. A truss structure may beused with a lightweight aircraft and may include welded aluminum tubetrusses. A truss, as used herein, is an assembly of beams that create arigid structure, often in combinations of triangles to createthree-dimensional shapes. A truss structure may alternatively comprisetitanium construction in place of aluminum tubes, or a combinationthereof. In some embodiments, structural elements may comprise aluminumtubes and/or titanium beams. In an embodiment, and without limitation,structural elements may include an aircraft skin. Aircraft skin may belayered over the body shape constructed by trusses. Aircraft skin maycomprise a plurality of materials such as aluminum, fiberglass, and/orcarbon fiber, the latter of which will be addressed in greater detaillater in this paper.

Still referring to FIG. 2 , aircraft 200 may include a plurality ofactuators 208. In an embodiment, actuator 208 may be mechanicallycoupled to an aircraft. As used herein, a person of ordinary skill inthe art would understand “mechanically coupled” to mean that at least aportion of a device, component, or circuit is connected to at least aportion of the aircraft via a mechanical coupling. Said mechanicalcoupling can include, for example, rigid coupling, such as beamcoupling, bellows coupling, bushed pin coupling, constant velocity,split-muff coupling, diaphragm coupling, disc coupling, donut coupling,elastic coupling, flexible coupling, fluid coupling, gear coupling, gridcoupling, Hirth joints, hydrodynamic coupling, jaw coupling, magneticcoupling, Oldham coupling, sleeve coupling, tapered shaft lock, twinspring coupling, rag joint coupling, universal joints, or anycombination thereof. As used in this disclosure an “aircraft” is vehiclethat may fly. As a non-limiting example, aircraft may include airplanes,helicopters, airships, blimps, gliders, paramotors, and the likethereof. In an embodiment, mechanical coupling may be used to connectthe ends of adjacent parts and/or objects of an electric aircraft.Further, in an embodiment, mechanical coupling may be used to join twopieces of rotating electric aircraft components.

With continued reference to FIG. 2 , a plurality of actuators 208 may beconfigured to produce a torque. As used in this disclosure a “torque” isa measure of force that causes an object to rotate about an axis in adirection. For example, and without limitation, torque may rotate anaileron and/or rudder to generate a force that may adjust and/or affectaltitude, airspeed velocity, groundspeed velocity, direction duringflight, and/or thrust. For example, plurality of actuators 208 mayinclude a component used to produce a torque that affects aircrafts'roll and pitch, such as without limitation one or more ailerons. An“aileron,” as used in this disclosure, is a hinged surface which formpart of the trailing edge of a wing in a fixed wing aircraft, and whichmay be moved via mechanical means such as without limitationservomotors, mechanical linkages, or the like. As a further example,plurality of actuators 208 may include a rudder, which may include,without limitation, a segmented rudder that produces a torque about avertical axis. Additionally or alternatively, plurality of actuators 208may include other flight control surfaces such as propulsors, rotatingflight controls, or any other structural features which can adjustmovement of aircraft 200. Plurality of actuators 208 may include one ormore rotors, turbines, ducted fans, paddle wheels, and/or othercomponents configured to propel a vehicle through a fluid mediumincluding, but not limited to air.

Still referring to FIG. 2 , plurality of actuators 208 may include atleast a propulsor component. As used in this disclosure a “propulsorcomponent” is a component and/or device used to propel a craft byexerting force on a fluid medium, which may include a gaseous mediumsuch as air or a liquid medium such as water. In an embodiment, when apropulsor twists and pulls air behind it, it may, at the same time, pushan aircraft forward with an amount of force and/or thrust. More airpulled behind an aircraft results in greater thrust with which theaircraft is pushed forward. Propulsor component may include any deviceor component that consumes electrical power on demand to propel anelectric aircraft in a direction or other vehicle while on ground orin-flight. In an embodiment, propulsor component may include a pullercomponent. As used in this disclosure a “puller component” is acomponent that pulls and/or tows an aircraft through a medium. As anon-limiting example, puller component may include a flight componentsuch as a puller propeller, a puller motor, a puller propulsor, and thelike. Additionally, or alternatively, puller component may include aplurality of puller flight components. In another embodiment, propulsorcomponent may include a pusher component. As used in this disclosure a“pusher component” is a component that pushes and/or thrusts an aircraftthrough a medium. As a non-limiting example, pusher component mayinclude a pusher component such as a pusher propeller, a pusher motor, apusher propulsor, and the like. Additionally, or alternatively, pusherflight component may include a plurality of pusher flight components.

In another embodiment, and still referring to FIG. 2 , propulsor mayinclude a propeller, a blade, or any combination of the two. A propellermay function to convert rotary motion from an engine or other powersource into a swirling slipstream which may push the propeller forwardsor backwards. Propulsor may include a rotating power-driven hub, towhich several radial airfoil-section blades may be attached, such thatan entire whole assembly rotates about a longitudinal axis. As anon-limiting example, blade pitch of propellers may be fixed at a fixedangle, manually variable to a few set positions, automatically variable(e.g. a “constant-speed” type), and/or any combination thereof asdescribed further in this disclosure. As used in this disclosure a“fixed angle” is an angle that is secured and/or substantially unmovablefrom an attachment point. For example, and without limitation, a fixedangle may be an angle of 2.2° inward and/or 1.7° forward. As a furthernon-limiting example, a fixed angle may be an angle of 2.6° outwardand/or 2.7° backward. In an embodiment, propellers for an aircraft maybe designed to be fixed to their hub at an angle similar to the threadon a screw makes an angle to the shaft; this angle may be referred to asa pitch or pitch angle which may determine a speed of forward movementas the blade rotates. Additionally or alternatively, propulsor componentmay be configured having a variable pitch angle. As used in thisdisclosure a “variable pitch angle” is an angle that may be moved and/orrotated. For example, and without limitation, propulsor component may beangled at a first angle of 2.3° inward, wherein propulsor component maybe rotated and/or shifted to a second angle of 1.7° outward.

Still referring to FIG. 2 , propulsor may include a thrust element whichmay be integrated into the propulsor. Thrust element may include,without limitation, a device using moving or rotating foils, such as oneor more rotors, an airscrew or propeller, a set of airscrews orpropellers such as contra-rotating propellers, a moving or flappingwing, or the like. Further, a thrust element, for example, can includewithout limitation a marine propeller or screw, an impeller, a turbine,a pump-jet, a paddle or paddle-based device, or the like.

With continued reference to FIG. 2 , plurality of actuators 208 mayinclude power sources, control links to one or more elements, fuses,and/or mechanical couplings used to drive and/or control any otherflight component. Plurality of actuators 208 may include a motor thatoperates to move one or more flight control components and/or one ormore control surfaces, to drive one or more propulsors, or the like,wherein a motor is described below. A motor may be driven by a motordrive, such as without limitation a direct current (DC) electric powerand may include, without limitation, brushless DC electric motors,switched reluctance motors, induction motors, or any combinationthereof. Alternatively or additionally, a motor drive may include aninverter. A motor drive may also include electronic speed controllers,inverters, or other components for regulating motor speed, rotationdirection, and/or dynamic braking.

Still referring to FIG. 2 , plurality of actuators 208 may include anenergy source. An energy source may include, for example, a generator, aphotovoltaic device, a fuel cell such as a hydrogen fuel cell, directmethanol fuel cell, and/or solid oxide fuel cell, an electric energystorage device (e.g. a capacitor, an inductor, and/or a battery). Anenergy source may also include a battery cell, or a plurality of batterycells connected in series into a module and each module connected inseries or in parallel with other modules. Energy source may include abattery pack/battery cell, for example as described in reference to FIG.1 . Configuration of an energy source containing connected modules maybe designed to meet an energy or power requirement and may be designedto fit within a designated footprint in an electric aircraft in whichsystem may be incorporated.

In an embodiment, and still referring to FIG. 2 , an energy source maybe used to provide a steady supply of electrical power to a load over aflight by an electric aircraft 200. For example, energy source may becapable of providing sufficient power for “cruising” and otherrelatively low-energy phases of flight. An energy source may also becapable of providing electrical power for some higher-power phases offlight as well, particularly when the energy source is at a high SOC, asmay be the case for instance during takeoff. In an embodiment, energysource may include an emergency power unit which may be capable ofproviding sufficient electrical power for auxiliary loads includingwithout limitation, lighting, navigation, communications, de-icing,steering or other systems requiring power or energy. Further, energysource may be capable of providing sufficient power for controlleddescent and landing protocols, including, without limitation, hoveringdescent or runway landing. As used herein the energy source may havehigh power density where electrical power an energy source can usefullyproduce per unit of volume and/or mass is relatively high. As used inthis disclosure, “electrical power” is a rate of electrical energy perunit time. An energy source may include a device for which power thatmay be produced per unit of volume and/or mass has been optimized, forinstance at an expense of maximal total specific energy density or powercapacity. Non-limiting examples of items that may be used as at least anenergy source include batteries used for starting applications includingLi ion batteries which may include NCA, NMC, Lithium iron phosphate(LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may bemixed with another cathode chemistry to provide more specific power ifthe application requires Li metal batteries, which have a lithium metalanode that provides high power on demand, Li ion batteries that have asilicon or titanite anode, energy source may be used, in an embodiment,to provide electrical power to an electric aircraft or drone, such as anelectric aircraft vehicle, during moments requiring high rates of poweroutput, including without limitation takeoff, landing, thermal de-icingand situations requiring greater power output for reasons of stability,such as high turbulence situations, as described in further detailbelow. A battery may include, without limitation a battery using nickelbased chemistries such as nickel cadmium or nickel metal hydride, abattery using lithium ion battery chemistries such as a nickel cobaltaluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate(LiFePO4), lithium cobalt oxide (LCO), and/or lithium manganese oxide(LMO), a battery using lithium polymer technology, lead-based batteriessuch as without limitation lead acid batteries, metal-air batteries, orany other suitable battery. Persons skilled in the art, upon reviewingthe entirety of this disclosure, will be aware of various devices ofcomponents that may be used as an energy source.

Still referring to FIG. 2 , an energy source may include a plurality ofenergy sources (such as a plurality of battery cells 104), referred toherein as a module of energy sources. Module may include batteriesconnected in parallel or in series or a plurality of modules connectedeither in series or in parallel designed to satisfy both power andenergy requirements. Connecting batteries in series may increase apotential of at least an energy source which may provide more power ondemand. High potential batteries may require cell matching when highpeak load is needed. As more cells are connected in strings, there mayexist a possibility of one cell failing which may increase resistance inmodule and reduce overall power output as voltage of the module maydecrease as a result of that failing cell. Connecting batteries inparallel may increase total current capacity by decreasing totalresistance, and it also may increase overall amp-hour capacity. Overallenergy and power outputs of at least an energy source may be based onindividual battery cell performance or an extrapolation based on ameasurement of at least an electrical parameter. In an embodiment whereenergy source includes a plurality of battery cells, overall poweroutput capacity may be dependent on electrical parameters of eachindividual cell. If one cell experiences high self-discharge duringdemand, power drawn from at least an energy source may be decreased toavoid damage to a weakest cell. Energy source may further include,without limitation, wiring, conduit, housing, cooling system and batterymanagement system. Persons skilled in the art will be aware, afterreviewing the entirety of this disclosure, of many different componentsof an energy source. Exemplary energy sources are disclosed in detail inU.S. patent application Ser. Nos. 16/948,157 and 16/948,140 bothentitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” byS. Donovan et al., which are incorporated in their entirety herein byreference.

Still referring to FIG. 2 , according to some embodiments, an energysource may include an emergency power unit (EPU) (i.e., auxiliary powerunit). As used in this disclosure an “emergency power unit” is an energysource as described herein that is configured to power an essentialsystem for a critical function in an emergency, for instance withoutlimitation when another energy source has failed, is depleted, or isotherwise unavailable. Exemplary non-limiting essential systems includenavigation systems, such as MFD, GPS, VOR receiver or directional gyro,and other essential flight components, such as propulsors.

Still referring to FIG. 2 , another exemplary actuator may includelanding gear. Landing gear may be used for take-off and/orlanding/Landing gear may be used to contact ground while aircraft 200 isnot in flight. Exemplary landing gear is disclosed in detail in U.S.patent application Ser. No. 17/196,719 entitled “SYSTEM FOR ROLLINGLANDING GEAR” by R. Griffin et al., which is incorporated in itsentirety herein by reference.

Still referring to FIG. 2 , aircraft 200 may include a pilot control212, including without limitation, a hover control, a thrust control, aninceptor stick, a cyclic, and/or a collective control. As used in thisdisclosure a “collective control” is a mechanical control of an aircraftthat allows a pilot to adjust and/or control the pitch angle of theplurality of actuators 208. For example and without limitation,collective control may alter and/or adjust the pitch angle of all of themain rotor blades collectively. For example, and without limitationpilot control 212 may include a yoke control. As used in this disclosurea “yoke control” is a mechanical control of an aircraft to control thepitch and/or roll. For example and without limitation, yoke control mayalter and/or adjust the roll angle of aircraft 200 as a function ofcontrolling and/or maneuvering ailerons. In an embodiment, pilot control212 may include one or more foot-brakes, control sticks, pedals,throttle levels, and the like thereof. In another embodiment, andwithout limitation, pilot control 212 may be configured to control aprincipal axis of the aircraft. As used in this disclosure a “principalaxis” is an axis in a body representing one three dimensionalorientations. For example, and without limitation, principal axis ormore yaw, pitch, and/or roll axis. Principal axis may include a yawaxis. As used in this disclosure a “yaw axis” is an axis that isdirected towards the bottom of the aircraft, perpendicular to the wings.For example, and without limitation, a positive yawing motion mayinclude adjusting and/or shifting the nose of aircraft 200 to the right.Principal axis may include a pitch axis. As used in this disclosure a“pitch axis” is an axis that is directed towards the right laterallyextending wing of the aircraft. For example, and without limitation, apositive pitching motion may include adjusting and/or shifting the noseof aircraft 200 upwards. Principal axis may include a roll axis. As usedin this disclosure a “roll axis” is an axis that is directedlongitudinally towards the nose of the aircraft, parallel to thefuselage. For example, and without limitation, a positive rolling motionmay include lifting the left and lowering the right wing concurrently.

Still referring to FIG. 2 , pilot control 212 may be configured tomodify a variable pitch angle. For example, and without limitation,pilot control 212 may adjust one or more angles of attack of apropeller. As used in this disclosure an “angle of attack” is an anglebetween the chord of the propeller and the relative wind. For example,and without limitation angle of attack may include a propeller bladeangled 2.2°. In an embodiment, pilot control 212 may modify the variablepitch angle from a first angle of 2.71° to a second angle of 2.82°.Additionally or alternatively, pilot control 212 may be configured totranslate a pilot desired torque. For example, and without limitation,pilot control 212 may translate that a pilot's desired torque for apropeller be 160 lb. ft. of torque. As a further non-limiting example,pilot control 212 may introduce a pilot's desired torque for a propulsorto be 290 lb. ft. of torque. Additional disclosure related to pilotcontrol 212 may be found in U.S. patent application Ser. Nos. 17/001,845and 16/929,206 both of which are entitled “A HOVER AND THRUST CONTROLASSEMBLY FOR DUAL-MODE AIRCRAFT” by C. Spiegel et al., which areincorporated in their entirety herein by reference.

Still referring to FIG. 2 , aircraft 200 may include a loading system. Aloading system may include a system configured to load an aircraft ofeither cargo or personnel. For instance, some exemplary loading systemsmay include a swing nose, which is configured to swing the nose ofaircraft of the way thereby allowing direct access to a cargo baylocated behind the nose. A notable exemplary swing nose aircraft isBoeing 747. Additional disclosure related to loading systems can befound in U.S. patent application Ser. No. 17/137,594 entitled “SYSTEMAND METHOD FOR LOADING AND SECURING PAYLOAD IN AN AIRCRAFT” by R.Griffin et al., entirety of which in incorporated herein by reference.

Still referring to FIG. 2 , aircraft 200 may include a sensor 216.Sensor 216 may be configured to sense a characteristic of pilot control212. Sensor may be a device, module, and/or subsystem, utilizing anyhardware, software, and/or any combination thereof to sense acharacteristic and/or changes thereof, in an instant environment, forinstance without limitation a pilot control 212, which the sensor isproximal to or otherwise in a sensed communication with, and transmitinformation associated with the characteristic, for instance withoutlimitation digitized data. Sensor 216 may be mechanically and/orcommunicatively coupled to aircraft 200, including, for instance, to atleast a pilot control 212. Sensor 216 may be configured to sense acharacteristic associated with at least a pilot control 212. Anenvironmental sensor may include without limitation one or more sensorsused to detect ambient temperature, barometric pressure, and/or airvelocity, one or more motion sensors which may include withoutlimitation gyroscopes, accelerometers, inertial measurement unit (IMU),and/or magnetic sensors, one or more humidity sensors, one or moreoxygen sensors, or the like. Additionally or alternatively, sensor 216may include at least a geospatial sensor. Sensor 216 may be locatedinside an aircraft; and/or be included in and/or attached to at least aportion of the aircraft. Sensor may include one or more proximitysensors, displacement sensors, vibration sensors, and the like thereof.Sensor may be used to monitor the status of aircraft for both criticaland non-critical functions. Sensor may be incorporated into vehicle oraircraft or be remote.

Still referring to FIG. 2 , in some embodiments, sensor 216 may beconfigured to sense a characteristic associated with any pilot controldescribed in this disclosure. Non-limiting examples of a sensor 216 mayinclude an inertial measurement unit (IMU), an accelerometer, agyroscope, a proximity sensor, a pressure sensor, a light sensor, apitot tube, an air speed sensor, a position sensor, a speed sensor, aswitch, a thermometer, a strain gauge, an acoustic sensor, and anelectrical sensor. In some cases, sensor 216 may sense a characteristicas an analog measurement, for instance, yielding a continuously variableelectrical potential indicative of the sensed characteristic. In thesecases, sensor 216 may additionally comprise an analog to digitalconverter (ADC) as well as any additionally circuitry, such as withoutlimitation a Whetstone bridge, an amplifier, a filter, and the like. Forinstance, in some cases, sensor 216 may comprise a strain gageconfigured to determine loading of one or flight components, forinstance landing gear. Strain gage may be included within a circuitcomprising a Whetstone bridge, an amplified, and a bandpass filter toprovide an analog strain measurement signal having a high signal tonoise ratio, which characterizes strain on a landing gear member. An ADCmay then digitize analog signal produces a digital signal that can thenbe transmitted other systems within aircraft 200, for instance withoutlimitation a computing system, a pilot display, and a memory component.Alternatively or additionally, sensor 216 may sense a characteristic ofa pilot control 212 digitally. For instance in some embodiments, sensor216 may sense a characteristic through a digital means or digitize asensed signal natively. In some cases, for example, sensor 216 mayinclude a rotational encoder and be configured to sense a rotationalposition of a pilot control; in this case, the rotational encoderdigitally may sense rotational “clicks” by any known method, such aswithout limitation magnetically, optically, and the like.

Still referring to FIG. 2 , electric aircraft 200 may include at least amotor 220, which may be mounted on a structural feature of the aircraft.Design of motor 220 may enable it to be installed external to structuralmember (such as a boom, nacelle, or fuselage) for easy maintenanceaccess and to minimize accessibility requirements for the structure;this may improve structural efficiency by requiring fewer large holes inthe mounting area. In some embodiments, motor 220 may include two mainholes in top and bottom of mounting area to access bearing cartridge.Further, a structural feature may include a component of electricaircraft 200. For example, and without limitation structural feature maybe any portion of a vehicle incorporating motor 220, including anyvehicle as described in this disclosure. As a further non-limitingexample, a structural feature may include without limitation a wing, aspar, an outrigger, a fuselage, or any portion thereof; persons skilledin the art, upon reviewing the entirety of this disclosure, will beaware of many possible features that may function as at least astructural feature. At least a structural feature may be constructed ofany suitable material or combination of materials, including withoutlimitation metal such as aluminum, titanium, steel, or the like, polymermaterials or composites, fiberglass, carbon fiber, wood, or any othersuitable material. As a non-limiting example, at least a structuralfeature may be constructed from additively manufactured polymer materialwith a carbon fiber exterior; aluminum parts or other elements may beenclosed for structural strength, or for purposes of supporting, forinstance, vibration, torque or shear stresses imposed by at leastpropulsor 208. Persons skilled in the art, upon reviewing the entiretyof this disclosure, will be aware of various materials, combinations ofmaterials, and/or constructions techniques.

Still referring to FIG. 2 , electric aircraft 200 may include a verticaltakeoff and landing aircraft (eVTOL). As used herein, a verticaltake-off and landing (eVTOL) aircraft is one that can hover, take off,and land vertically. An eVTOL, as used herein, is an electricallypowered aircraft typically using an energy source, of a plurality ofenergy sources to power the aircraft. In order to optimize the power andenergy necessary to propel the aircraft. eVTOL may be capable ofrotor-based cruising flight, rotor-based takeoff, rotor-based landing,fixed-wing cruising flight, airplane-style takeoff, airplane-stylelanding, and/or any combination thereof. Rotor-based flight, asdescribed herein, is where the aircraft generated lift and propulsion byway of one or more powered rotors coupled with an engine, such as a“quad copter,” multi-rotor helicopter, or other vehicle that maintainsits lift primarily using downward thrusting propulsors. Fixed-wingflight, as described herein, is where the aircraft is capable of flightusing wings and/or foils that generate life caused by the aircraft'sforward airspeed and the shape of the wings and/or foils, such asairplane-style flight.

With continued reference to FIG. 2 , a number of aerodynamic forces mayact upon the electric aircraft 200 during flight. Forces acting onelectric aircraft 200 during flight may include, without limitation,thrust, the forward force produced by the rotating element of theelectric aircraft and acts parallel to the longitudinal axis. Anotherforce acting upon electric aircraft 200 may be, without limitation,drag, which may be defined as a rearward retarding force which is causedby disruption of airflow by any protruding surface of the electricaircraft 200 such as, without limitation, the wing, rotor, and fuselage.Drag may oppose thrust and acts rearward parallel to the relative wind.A further force acting upon electric aircraft 200 may include, withoutlimitation, weight, which may include a combined load of the electricaircraft 200 itself, crew, baggage, and/or fuel. Weight may pullelectric aircraft 200 downward due to the force of gravity. Anadditional force acting on electric aircraft 200 may include, withoutlimitation, lift, which may act to oppose the downward force of weightand may be produced by the dynamic effect of air acting on the airfoiland/or downward thrust from the propulsor 208 of the electric aircraft.Lift generated by the airfoil may depend on speed of airflow, density ofair, total area of an airfoil and/or segment thereof, and/or an angle ofattack between air and the airfoil. For example, and without limitation,electric aircraft 200 are designed to be as lightweight as possible.Reducing the weight of the aircraft and designing to reduce the numberof components is essential to optimize the weight. To save energy, itmay be useful to reduce weight of components of electric aircraft 200,including without limitation propulsors and/or propulsion assemblies. Inan embodiment, motor 220 may eliminate need for many external structuralfeatures that otherwise might be needed to join one component to anothercomponent. Motor 220 may also increase energy efficiency by enabling alower physical propulsor profile, reducing drag and/or wind resistance.This may also increase durability by lessening the extent to which dragand/or wind resistance add to forces acting on electric aircraft 200and/or propulsors.

Referring now to FIG. 3 , an embodiment of battery management system 300is presented. As used herein, a “battery management system” is anyelectronic system that manages a rechargeable battery, such as byprotecting the battery from operating outside its safe operating area,monitoring its state, calculating secondary data, reporting that data,controlling its environment, authenticating it and/or balancing it.Battery management system 300 is be integrated in a battery packconfigured for use in an electric aircraft. The battery managementsystem 300 is be integrated in a portion of the battery pack orsubassembly thereof. Battery management system 300 includes firstbattery management component 304 disposed on a first end of the batterypack. One of ordinary skill in the art will appreciate that there arevarious areas in and on a battery pack and/or subassemblies thereof thatmay include first battery management component 304. First batterymanagement component 304 may take any suitable form. In a non-limitingembodiment, first battery management component 304 may include a circuitboard, such as a printed circuit board and/or integrated circuit board,a subassembly mechanically coupled to at least a portion of the batterypack, standalone components communicatively coupled together, or anotherundisclosed arrangement of components; for instance, and withoutlimitation, a number of components of first battery management component304 may be soldered or otherwise electrically connected to a circuitboard. First battery management component may be disposed directly over,adjacent to, facing, and/or near a battery module and specifically atleast a portion of a battery cell. First battery management component304 includes first sensor suite 308. First sensor suite 308 isconfigured to measure, detect, sense, and transmit first plurality ofbattery pack data 328 to data storage system 320.

Referring again to FIG. 3 , battery management system 300 includessecond battery management component 312. Second battery managementcomponent 312 is disposed in or on a second end of battery pack 324.Second battery management component 312 includes second sensor suite316. Second sensor suite 316 may be consistent with the description ofany sensor suite disclosed herein. Second sensor suite 316 is configuredto measure second plurality of battery pack data 332. Second pluralityof battery pack data 332 may be consistent with the description of anybattery pack data disclosed herein. Second plurality of battery packdata 332 may additionally or alternatively include data not measured orrecorded in another section of battery management system 300. Secondplurality of battery pack data 332 may be communicated to additional oralternate systems to which it is communicatively coupled. Second sensorsuite 316 includes a moisture sensor consistent with any moisture sensordisclosed herein, namely moisture sensor 504.

With continued reference to FIG. 3 , first battery management component304 disposed in or on battery pack 324 may be physically isolated fromsecond battery management component 312 also disposed on or in batterypack 324. “Physical isolation”, for the purposes of this disclosure,refer to a first system's components, communicative coupling, and anyother constituent parts, whether software or hardware, are separatedfrom a second system's components, communicative coupling, and any otherconstituent parts, whether software or hardware, respectively. Firstbattery management component 304 and second battery management component308 may perform the same or different functions in battery managementsystem 300. In a non-limiting embodiment, the first and second batterymanagement components perform the same, and therefore redundantfunctions. If, for example, first battery management component 304malfunctions, in whole or in part, second battery management component308 may still be operating properly and therefore battery managementsystem 300 may still operate and function properly for electric aircraftin which it is installed. Additionally or alternatively, second batterymanagement component 308 may power on while first battery managementcomponent 304 is malfunctioning. One of ordinary skill in the art wouldunderstand that the terms “first” and “second” do not refer to either“battery management components” as primary or secondary. In non-limitingembodiments, first battery management component 304 and second batterymanagement component 308 may be powered on and operate through the sameground operations of an electric aircraft and through the same flightenvelope of an electric aircraft. This does not preclude one batterymanagement component, first battery management component 304, fromtaking over for second battery management component 308 if it were tomalfunction. In non-limiting embodiments, the first and second batterymanagement components, due to their physical isolation, may beconfigured to withstand malfunctions or failures in the other system andsurvive and operate. Provisions may be made to shield first batterymanagement component 304 from second battery management component 308other than physical location such as structures and circuit fuses. Innon-limiting embodiments, first battery management component 304, secondbattery management component 308, or subcomponents thereof may bedisposed on an internal component or set of components within batterypack 324.

Referring again to FIG. 3 , first battery management component 304 maybe electrically isolated from second battery management component 308.“Electrical isolation”, for the purposes of this disclosure, refer to afirst system's separation of components carrying electrical signals orelectrical energy from a second system's components. First batterymanagement component 304 may suffer an electrical catastrophe, renderingit inoperable, and due to electrical isolation, second batterymanagement component 308 may still continue to operate and functionnormally, managing the battery pack of an electric aircraft. Shieldingsuch as structural components, material selection, a combinationthereof, or another undisclosed method of electrical isolation andinsulation may be used, in non-limiting embodiments. For example, arubber or other electrically insulating material component may bedisposed between the electrical components of the first and secondbattery management components preventing electrical energy to beconducted through it, isolating the first and second battery managementcomponents from each other.

With continued reference to FIG. 3 , battery management system 300includes data storage system 320. Data storage system 320 is configuredto store first plurality of battery pack data 328 and second pluralityof battery pack data 332. Data storage system 320 may include adatabase. Data storage system 320 may include a solid-state memory ortape hard drive. Data storage system 320 may be communicatively coupledto first battery management component 304 and second battery managementcomponent 312 and may be configured to receive electrical signalsrelated to physical or electrical phenomenon measured and store thoseelectrical signals as first battery pack data 328 and second batterypack data 332, respectively. Alternatively, data storage system 320 mayinclude more than one discrete data storage systems that are physicallyand electrically isolated from each other. In this non-limitingembodiment, each of first battery management component 304 and secondbattery management component 312 may store first battery pack data 328and second battery pack data 332 separately. One of ordinary skill inthe art would understand the virtually limitless arrangements of datastores with which battery management system 300 could employ to storethe first and second plurality of battery pack data.

Referring again to FIG. 3 , data storage system 320 stores firstplurality of battery pack data 328 and second plurality of battery packdata 332. First plurality of battery pack data 328 and second pluralityof battery pack data 332 may include total flight hours that batterypack 324 and/or electric aircraft have been operating. The first andsecond plurality of battery pack data may include total energy flowedthrough battery pack 324. Data storage system 320 may be communicativelycoupled to sensors that detect, measure and store energy in a pluralityof measurements which may include current, voltage, resistance,impedance, coulombs, watts, temperature, or a combination thereof.Additionally or alternatively, data storage system 320 may becommunicatively coupled to a sensor suite consistent with thisdisclosure to measure physical and/or electrical characteristics. Datastorage system 320 may be configured to store first battery pack data328 and second battery pack data 332 wherein at least a portion of thedata includes battery pack maintenance history. Battery pack maintenancehistory may include mechanical failures and technician resolutionsthereof, electrical failures and technician resolutions thereof.Additionally, battery pack maintenance history may include componentfailures such that the overall system still functions. Data storagesystem 320 may store the first and second battery pack data thatincludes an upper voltage threshold and lower voltage thresholdconsistent with this disclosure. First battery pack data 328 and secondbattery pack data 332 may include a moisture level threshold. Themoisture level threshold may include an absolute, relative, and/orspecific moisture level threshold. Battery management system 300 may bedesigned to the Federal Aviation Administration (FAA)'s Design AssuranceLevel A (DAL-A), using redundant DAL-B subsystems.

Referring now to FIG. 4 , an embodiment of sensor suite 400 ispresented. The herein disclosed system and method may comprise aplurality of sensors in the form of individual sensors or a sensor suiteworking in tandem or individually. A sensor suite may include aplurality of independent sensors, as described herein, where any numberof the described sensors may be used to detect any number of physical orelectrical quantities associated with an aircraft power system or anelectrical energy storage system. Independent sensors may includeseparate sensors measuring physical or electrical quantities that may bepowered by and/or in communication with circuits independently, whereeach may signal sensor output to a control circuit such as a usergraphical interface. In a non-limiting example, there may be fourindependent sensors housed in and/or on battery pack 324 measuringtemperature, electrical characteristic such as voltage, amperage,resistance, or impedance, or any other parameters and/or quantities asdescribed in this disclosure. In an embodiment, use of a plurality ofindependent sensors may result in redundancy configured to employ morethan one sensor that measures the same phenomenon, those sensors beingof the same type, a combination of, or another type of sensor notdisclosed, so that in the event one sensor fails, the ability of batterymanagement system 300 and/or user to detect phenomenon is maintained andin a non-limiting example, a user alter aircraft usage pursuant tosensor readings.

In an embodiment, and still referring to FIG. 4 , sensor suite 400 mayinclude a moisture sensor 404. “Moisture”, as used in this disclosure,is the presence of water, this may include vaporized water in air,condensation on the surfaces of objects, or concentrations of liquidwater. Moisture may include humidity. “Humidity”, as used in thisdisclosure, is the property of a gaseous medium (almost always air) tohold water in the form of vapor. An amount of water vapor containedwithin a parcel of air can vary significantly. Water vapor is generallyinvisible to the human eye and may be damaging to electrical components.There are three primary measurements of humidity, absolute, relative,specific humidity. “Absolute humidity,” for the purposes of thisdisclosure, describes the water content of air and is expressed ineither grams per cubic meters or grams per kilogram. “Relativehumidity”, for the purposes of this disclosure, is expressed as apercentage, indicating a present stat of absolute humidity relative to amaximum humidity given the same temperature. “Specific humidity”, forthe purposes of this disclosure, is the ratio of water vapor mass tototal moist air parcel mass, where parcel is a given portion of agaseous medium. Moisture sensor 404 may be psychrometer. Moisture sensor404 may be a hygrometer. Moisture sensor 404 may be configured to act asor include a humidistat. A “humidistat”, for the purposes of thisdisclosure, is a humidity-triggered switch, often used to controlanother electronic device. Moisture sensor 404 may use capacitance tomeasure relative humidity and include in itself, or as an externalcomponent, include a device to convert relative humidity measurements toabsolute humidity measurements. “Capacitance”, for the purposes of thisdisclosure, is the ability of a system to store an electric charge, inthis case the system is a parcel of air which may be near, adjacent to,or above a battery cell.

With continued reference to FIG. 4 , sensor suite 400 may includeelectrical sensors 408. Electrical sensors 408 may be configured tomeasure voltage across a component, electrical current through acomponent, and resistance of a component. Electrical sensors 408 mayinclude separate sensors to measure each of the previously disclosedelectrical characteristics such as voltmeter, ammeter, and ohmmeter,respectively.

Alternatively or additionally, and with continued reference to FIG. 4 ,sensor suite 400 include a sensor or plurality thereof that may detectvoltage and direct the charging of individual battery cells according tocharge level; detection may be performed using any suitable component,set of components, and/or mechanism for direct or indirect measurementand/or detection of voltage levels, including without limitationcomparators, analog to digital converters, any form of voltmeter, or thelike. Sensor suite 400 and/or a control circuit incorporated thereinand/or communicatively connected thereto may be configured to adjustcharge to one or more battery cells as a function of a charge leveland/or a detected parameter. For instance, and without limitation,sensor suite 400 may be configured to determine that a charge level of abattery cell is high based on a detected voltage level of that batterycell or portion of the battery pack. Sensor suite 400 may alternativelyor additionally detect a charge reduction event, defined for purposes ofthis disclosure as any temporary or permanent state of a battery cellrequiring reduction or cessation of charging; a charge reduction eventmay include a cell being fully charged and/or a cell undergoing aphysical and/or electrical process that makes continued charging at acurrent voltage and/or current level inadvisable due to a risk that thecell will be damaged, will overheat, or the like. Detection of a chargereduction event may include detection of a temperature, of the cellabove a threshold level, detection of a voltage and/or resistance levelabove or below a threshold, or the like. Sensor suite 400 may includedigital sensors, analog sensors, or a combination thereof. Sensor suite400 may include digital-to-analog converters (DAC), analog-to-digitalconverters (ADC, A/D, A-to-D), a combination thereof, or other signalconditioning components used in transmission of a first plurality ofbattery pack data 428 to a destination over wireless or wiredconnection.

With continued reference to FIG. 4 , sensor suite 400 may includethermocouples, thermistors, thermometers, passive infrared sensors,resistance temperature sensors (RTD's), semiconductor based integratedcircuits (IC), a combination thereof or another undisclosed sensor type,alone or in combination. Temperature, for the purposes of thisdisclosure, and as would be appreciated by someone of ordinary skill inthe art, is a measure of the heat energy of a system. Temperature, asmeasured by any number or combinations of sensors present within sensorsuite 400, may be measured in Fahrenheit (° F.), Celsius (° C.), Kelvin(° K), or another scale alone or in combination. The temperaturemeasured by sensors may comprise electrical signals which aretransmitted to their appropriate destination wireless or through a wiredconnection.

With continued reference to FIG. 4 , sensor suite 400 may include asensor configured to detect gas that may be emitted during or after acell failure. “Cell failure”, for the purposes of this disclosure,refers to a malfunction of a battery cell, which may be anelectrochemical cell, that renders the cell inoperable for its designedfunction, namely providing electrical energy to at least a portion of anelectric aircraft. By products of cell failure 412 may include gaseousdischarge including oxygen, hydrogen, carbon dioxide, methane, carbonmonoxide, a combination thereof, or another undisclosed gas, alone or incombination. Further the sensor configured to detect vent gas fromelectrochemical cells may comprise a gas detector. For the purposes ofthis disclosure, a “gas detector” is a device used to detect a gas ispresent in an area. Gas detectors, and more specifically, the gas sensorthat may be used in sensor suite 400, may be configured to detectcombustible, flammable, toxic, oxygen depleted, a combination thereof,or another type of gas alone or in combination. The gas sensor that maybe present in sensor suite 400 may include a combustible gas,photoionization detectors, electrochemical gas sensors, ultrasonicsensors, metal-oxide-semiconductor (MOS) sensors, infrared imagingsensors, a combination thereof, or another undisclosed type of gassensor alone or in combination. Sensor suite 400 may include sensorsthat are configured to detect non-gaseous byproducts of cell failure 412including, in non-limiting examples, liquid chemical leaks includingaqueous alkaline solution, ionomer, molten phosphoric acid, liquidelectrolytes with redox shuttle and ionomer, and salt water, amongothers. Sensor suite 400 may include sensors that are configured todetect non-gaseous byproducts of cell failure 412 including, innon-limiting examples, electrical anomalies as detected by any of theprevious disclosed sensors or components.

With continued reference to FIG. 4 , sensor suite 400 may be configuredto detect events where voltage nears an upper voltage threshold or lowervoltage threshold. The upper voltage threshold may be stored in datastorage system 420 for comparison with an instant measurement taken byany combination of sensors present within sensor suite 400. The uppervoltage threshold may be calculated and calibrated based on factorsrelating to battery cell health, maintenance history, location withinbattery pack, designed application, and type, among others. Sensor suite400 may measure voltage at an instant, over a period of time, orperiodically. Sensor suite 400 may be configured to operate at any ofthese detection modes, switch between modes, or simultaneous measure inmore than one mode. First battery management component 404 may detectthrough sensor suite 400 events where voltage nears the lower voltagethreshold. The lower voltage threshold may indicate power loss to orfrom an individual battery cell or portion of the battery pack. Firstbattery management component 404 may detect through sensor suite 400events where voltage exceeds the upper and lower voltage threshold.Events where voltage exceeds the upper and lower voltage threshold mayindicate battery cell failure or electrical anomalies that could lead topotentially dangerous situations for aircraft and personnel that may bepresent in or near its operation.

Referring now to FIG. 5 , an exemplary method 500 of using unrecoverableenergy in a battery cell is illustrated. Step 505 includes receiving abattery cell including an electrode with excess material. Excessmaterial may include excess cathode and/or excess anode. This step maybe implemented without limitation as described in FIGS. 1-4 .

Step 510 of method 500 includes detecting, by a sensor connected to thebattery cell, battery data. Sensor may include a voltage sensor. Sensormay be indirectly connected to battery cell, such as through a batterymanagement system. Method may include communicatively connecting to abattery management system. Battery data may include data on state ofcharge, voltage, current, and the like of a battery cell. This step maybe implemented without limitation as described in FIGS. 1-4 .

Step 515 of method 500 includes receiving, by a controller, battery datafrom the sensor. Controller may receive battery data from a batterymanagement system, which may include a sensor. This step may beimplemented without limitation as described in FIGS. 1-4 .

Step 520 of method 500 includes transmitting, by the controller, batterydata to a user. In an embodiment, method 500 includes a notificationdevice that may be configured to display a notification to a user as afunction of battery data. A user may view battery data with anotification device. Notification device may be communicativelyconnected to the controller.

Step 525 of method 500 includes receiving, by the controller, a commandfrom the user. Command may allow controller to utilize unrecoverableenergy in the battery cell. This may involve overdischarging the batterycells. Controller may also lock out the overdischarged battery cells toprevent future use of the cells. This step may be implemented withoutlimitation as described in FIGS. 1-4 .

Step 530 of method 500 includes utilizing, by the controller,unrecoverable energy in the battery cell as a function of the commandfrom the user. This step may be implemented without limitation asdescribed in FIGS. 1-4 .

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 6 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 600 withinwhich a set of instructions for causing a control system to perform anyone or more of the aspects and/or methodologies of the presentdisclosure may be executed. It is also contemplated that multiplecomputing devices may be utilized to implement a specially configuredset of instructions for causing one or more of the devices to performany one or more of the aspects and/or methodologies of the presentdisclosure. Computer system 600 includes a processor 604 and a memory608 that communicate with each other, and with other components, via abus 612. Bus 612 may include any of several types of bus structuresincluding, but not limited to, a memory bus, a memory controller, aperipheral bus, a local bus, and any combinations thereof, using any ofa variety of bus architectures.

Processor 604 may include any suitable processor, such as withoutlimitation a processor incorporating logical circuitry for performingarithmetic and logical operations, such as an arithmetic and logic unit(ALU), which may be regulated with a state machine and directed byoperational inputs from memory and/or sensors; processor 604 may beorganized according to Von Neumann and/or Harvard architecture as anon-limiting example. Processor 604 may include, incorporate, and/or beincorporated in, without limitation, a microcontroller, microprocessor,digital signal processor (DSP), Field Programmable Gate Array (FPGA),Complex Programmable Logic Device (CPLD), Graphical Processing Unit(GPU), general purpose GPU, Tensor Processing Unit (TPU), analog ormixed signal processor, Trusted Platform Module (TPM), a floating pointunit (FPU), and/or system on a chip (SoC).

Memory 608 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 616 (BIOS), including basic routines that help totransfer information between elements within computer system 600, suchas during start-up, may be stored in memory 608. Memory 608 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 620 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 608 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 600 may also include a storage device 624. Examples of astorage device (e.g., storage device 624) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 624 may be connected to bus 612 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and anycombinations thereof. In one example, storage device 624 (or one or morecomponents thereof) may be removably interfaced with computer system 600(e.g., via an external port connector (not shown)). Particularly,storage device 624 and an associated machine-readable medium 628 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 600. In one example, software 620 may reside, completelyor partially, within machine-readable medium 628. In another example,software 620 may reside, completely or partially, within processor 604.

Computer system 600 may also include an input device 632. In oneexample, a user of computer system 600 may enter commands and/or otherinformation into computer system 600 via input device 632. Examples ofan input device 632 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 632may be interfaced to bus 612 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 612, and any combinations thereof. Input device 632 mayinclude a touch screen interface that may be a part of or separate fromdisplay 636, discussed further below. Input device 632 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 600 via storage device 624 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 640. A network interfacedevice, such as network interface device 640, may be utilized forconnecting computer system 600 to one or more of a variety of networks,such as network 644, and one or more remote devices 648 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 644,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 620,etc.) may be communicated to and/or from computer system 600 via networkinterface device 640.

Computer system 600 may further include a video display adapter 652 forcommunicating a displayable image to a display device, such as displaydevice 636. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 652 and display device 636 may be utilized incombination with processor 604 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system 600 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 612 via a peripheral interface 656. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve systems andmethods according to the present disclosure. Accordingly, thisdescription is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. A system for using unrecoverable energy in abattery cell, the system comprising: a battery cell comprising anelectrode with excess material; a sensor connected to the battery cell,the sensor configured to detect battery data; a controllercommunicatively connected to the sensor, the controller configured to:receive battery data from the sensor; transmit the battery data to auser; receive a command from the user; and utilize unrecoverable energyin the battery cell as a function of the command from the user.
 2. Thesystem of claim 1, wherein the excess material comprises excess cathode.3. The system of claim 1, wherein the excess material behaves like ahalf-cell.
 4. The system of claim 1, wherein the sensor comprises avoltage sensor.
 5. The system of claim 1, further comprising a batterymanagement system, wherein the battery management system iscommunicatively connected to the controller.
 6. The system of claim 5,wherein the controller is further configured to receive the battery datafrom the battery management system.
 7. The system of claim 1, whereinutilizing the unrecoverable energy in the battery cell comprisesoverdischarging the battery cell.
 8. The system of claim 7, wherein thecontroller is further configured to lock out the overdischarged batterycell.
 9. The system of claim 1, further comprising a notification devicecommunicatively connected to the controller.
 10. The system of claim 9,wherein the notification device is configured to display a notificationto the user as a function of the battery data and prompt the user toinput a command.
 11. A method for using unrecoverable energy in abattery cell, the method comprising: receiving a battery cell comprisingan electrode with excess material; detecting, by a sensor connected tothe battery cell, battery data; receiving, by a controller, battery datafrom the sensor; transmitting, by the controller, the battery data to auser; and receiving, by the controller, a command from the user;utilizing, by the controller, unrecoverable energy in the battery cellas a function of the command from the user.
 12. The method of claim 11,wherein the excess material comprises excess cathode.
 13. The method ofclaim 11, wherein the excess material behaves like a half-cell.
 14. Themethod of claim 11, wherein the sensor comprises a voltage sensor. 15.The method of claim 11, further comprising communicatively connecting,by the controller, to a battery management system.
 16. The method ofclaim 15, further comprising receiving, by the controller, the batterydata from the battery management system.
 17. The method of claim 11,further comprising overdischarging, by the controller, the battery cellto utilize unrecoverable energy.
 18. The method of claim 1, furthercomprising locking out, by the controller, the overdischarged batterycell.
 19. The method of claim 11, further comprising communicativelyconnecting a notification device to the controller and prompting theuser to input a command.
 20. The method of claim 9, further comprisingdisplaying, by the notification device, a notification to the user as afunction of the battery data.